MWCOG STUDY SHOWS NEW POTOMAC RIVER CROSSING ESSENTIAL TO DC AREA ECONOMIC GROWTH

You know the case for a new DC Outer Beltway and Potomac River crossing is strong when even a study by an anti-automobile group shows both are necessary.

I often disagree with the royal pronouncements by the Metropolitan Washington Council of Governments (MWCOG), an unelected body that believes it has the power to tell you to "shelter in place" during bad weather or a terror attack.  And its general policies that promote a developer-friendly agenda, at the cost of quality-of-life for the folks who actually fund government.  A.k.a., the taxpayer.

But MWCOG has released a new survey report that argues that the region's economic growth will depend upon "improving ground access to BWI and Dulles" airports.  So Ron "Tax Cars Out of Existence" Kirby of MWCOG told The Examiner.

Since the Silver Line to Dulles is already under construction, the only other way to improve access to the region's most popular international airport is by building the Outer Beltway from Montgomery County across the Potomac, into Northern Virginia.

Direct highway access from Maryland into Loudoun County has always been planned as an extension of I-370 (Sam Eig Highway) across the Potomac. This connection would conversely provide Virginia with more access to BWI Airport.

But easy access from Montgomery County to Dulles is the most essential action required to restart our county's economy and job prospects.  Especially relative to Fairfax and Loudoun counties.

Why, you may ask, do companies who consider - and then pass on - moving to Bethesda or Rockville want Dulles access?

There are several reasons they prefer Dulles to BWI. 

Here's a simple experiment that illustrates just one of them.

This morning, I did a search on Expedia, for a non-stop, Thursday flight to two common destinations for today's international businessman or woman: Dubai, and Doha.

One passenger. Any type of seat. Go!

For Dubai:

BWI: Zero, zilch, nada.

Dulles: Immediately gave me a non-stop flight.

For Doha:

BWI: No dice again!

Dulles: Instant result for the flight I wanted again.

If your airport isn't offering direct flights to Dubai and Doha in today's business world, you're not competitive. And that means Maryland and Montgomery County aren't competitive, either.

Such access to Dulles can "influence the location of business, and even their decision to come to the region, says Kirby, MWCOG's Director of Transportation Planning.  Maybe he's coming around after all!

The importance of easy international connections to attracting large employers was the topic of a USA Today article the same day.

"Access to foreign cities can be critical to a city's economic future. Denver watched a [local] corporation [move] to San Francisco because Denver did not have a non-stop flight to Asia at the time. 'We lost a global headquarters,' says Denver Mayor Michael Hancock."

How valuable is such access to a local economy? The addition of one non-stop Denver-Tokyo flight is expected to generate $130 million in local economic activity - annually.

As Hancock told USA Today, "Our goal is to attract new companies that will relocate to Denver."

With the Montgomery County Council steadfastly opposing any new master plan highway construction, or Potomac River bridge, one has to ask, what's their goal?

TAKE TRANSIT TO THE ONE-ARMED BANDITS

MTA BRINGS NEW MEANING TO

"CASINO BUS:"

HOW RED LINE RIDERS

CAN GET ABOARD

Attention high rollers who want to have a low impact on the environment:

As you may know, Maryland's first mega-casino, Maryland Live! at Arundel Mills, is opening June 6.

But did you know you can reach this state-of-the-art gaming, dining and entertainment emporium using public transportation?

From here at Bethesda Metro Center, or any other DC or Maryland Metro station on the Red Line, simply board a train headed for Shady Grove.

At the Shady Grove station, board the MTA Commuter Bus 201.

Bus 201 will take you to Arundel Mills Mall.

It arrives at the bus bays outside of Best Buy.  Unfortunately, the casino is on the other side of the main indoor mall building.  This won't be a problem for able-bodied folks, or those with electric wheelchairs (Bus 201 is handicapped-accessible, and the senior/disabled fare is only $3.20).  But if you are unsteady with a cane, for example, please call ahead to Arundel Mills or the casino, and they will be able to arrange assistance for you.

Maryland Live! will have 4,750 slot machines and electronic table games.

They also have a fabulous lineup of restaurants, including Bobby's Burger Shack, The Cheesecake Factory, Phillips Seafood, and Baltimore's legendary The Prime Rib.

Eventually, they will open a new Rams Head Center Stage concert facility on the premises.

So even if you aren't a gambler, the other amenities, and the great mall itself, are a fun destination you can now reach car-free.

The 201 also goes to BWI Airport.  The one-way fare is only $5 - try getting an airport van ride for $5!

Unlike MTA's disappointing Bus 203, 201 has a real schedule, and is usable by DC, Bethesda and other Red Line communities.  I think you'll also find the buses themselves to be a notch more luxe than Metrobus.

You don't have to be Kenny Rogers to give MTA Bus 201 five stars.

Click here for a downloadable, printable schedule for Bus 201! 

IS MTA ROBBING THE

PURPLE LINE TO GET

MORE MONEY FOR

BALTIMORE RED LINE?

Connecticut Avenue, CCT Tunnel Latest on

Chopping Block as Projects Duel for

Same Federal Funds

Another Robert Dyer @ Bethesda Row Exclusive!!!

Is the Maryland MTA robbing Peter to pay Paul?

The long-delayed Purple Line project is suddenly suffering a death by a thousand cuts. One bombshell drops after another. Politicians' iron-clad promise that the Capital Crescent Trail would be rebuilt as good or better was the first to go.

There are those promoting the light rail project who don't care how the rail or the trail project turn out; they simply want to develop the old neighborhoods east of downtown Silver Spring. Like the poorly-planned Metro to Dulles, it doesn't matter if people use it, it just needs to be there to give TOD zoning and density for developers.

Some of those said, giving up the trail-in-the-tunnel means getting grade-separation at Connecticut Avenue.

By the end of the week, the MTA had jettisoned that bridge, too.

First they put the bikes in the street. Now they're putting the trains in the street. Stop the train, I'll just get out and walk to New Carrollton!

It's strange that there are suddenly so many Purple Line surprises, and the grand bargain between transit advocates, developers, CCT advocates, cyclists, environmentalists and the MoCo political establishment is on the verge of unraveling.

Even stranger, why can't the public read these documents?

"I'm not ready to talk about that," the MTA spokesman replied to a councilmember's Connecticut Avenue query.

Well, considering we pay the salaries and for the preparation of these reports, we ought to be able to know the contents.

That aside, is the long-questioned strategy of Maryland applying for federal cash for 3 rapid transit systems starting to collapse?

The Baltimore Red Line (which I have supported for 6 years) price tag has gotten bigger every year.

In 2007, we were told it would cost $1.6 billion.

By 2010, it was $1.8 billion.

But some estimates price it as over $2 billion.

Labor costs are a major part of that, and Maryland (like Montgomery County) self-inflicts much of the pain with union labor requirements. This makes hefty capital projects even more financially terrifying. But it is self-defeating, because less projects get built, and ultimately, far fewer jobs are created.

The other big cost is from the underground section of the Red Line. I actually support that plan, too. The Red Line is one of the few - and possibly only - subway projects nationwide. Although it is light rail, rather than heavy rail like Metro, it will go under the busiest part of downtown Baltimore. It will also provide easy transfer to Baltimore's modest Metro subway system.

Of course, we were told here that, even though a subway made sense for the Purple Line once it leaves the Georgetown Branch right-of-way, it was too costly.

I would oppose changing the Red Line to an at-grade, street-running tram.

But I wonder if these big Purple Line cuts aren't being made to save cash for the Red Line. Montgomery County is more powerful in Annapolis today, but Baltimore is still No. 1.

The Red Line is arguably higher-priority than the Purple Line. It will connect the downtown with the high-growth (or, at least, what passes for growth in Charm City these days) areas eastward, such as Fells Point and Canton. It will also create a rail transit U-turn connection between Johns Hopkins' main campus and their Bayview facilities.

West Baltimore is another story!

Many residents there oppose the current Red Line proposal. At this stage, developers want the Red Line there so they can "redevelop" the area. Which means that - like Long Branch and Takoma/Langley, etc. on the Purple Line - current residents and businesses will be forced out by higher rents.

There are two more critical projects needed in Baltimore.

First is to connect I-70 to I-170 in the Route 40 corridor, and I-70 to I-95.

These are connections that have to be made to handle the truck traffic in and out of the Port of Baltimore, after the modified Panama Canal opens in 2014. Truck tolls could be collected - some for transportation funds, and some for the neighborhood that I-170 passes through.

These funds could help keep existing buildings in good shape, provide small business loans to residents, fund scholarships to help young people become anything from chefs to astronauts, and help hire more police officers to combat crime. Nothing more needs to be demolished. I-170, called "The Highway to Nowhere," is a beautiful piece of classic urban trench freeway. It's there. Let's use it, not waste it. Allow it to generate cash that can be put directly into the hands of residents there, who have been failed by the city for decades.

I-170 can move West Baltimore forward. It can also carry the Red Line west to I-70 and the Park and Ride. Yes, it will go through Leakin Park. But Leakin Park is a highway facility. Moreover, if funds from I-170 and I-70 truck tolls help start and expand homegrown businesses in West Baltimore, I-170 will bring customers into the neighborhood.

I can't believe the Greater Baltimore Committee isn't talking about this, especially with the port boom nearly upon us.

It turns out that "Highway to Nowhere," once connected to I-70 as planned, is actually a highway to somewhere: a gateway to the American West, where I-70 terminates in Utah.

The other priority is an extension of Metro from Greenbelt to BWI, creating a rapid transit connection between the Washington and Baltimore regions.

I support all of these projects, and the Red Line. Baltimore needs a boost.

But doing the right thing in Charm City shouldn't mean weakening the Purple Line project here.